Rotary heat engine

ABSTRACT

A jet-propelled rotary engine comprises a housing, a rotor journalled to the housing for rotation of the rotor about an axis, and at least one jet assembly secured to the rotor and adapted for combustion of a pressurized oxygen-fuel mixture. The jet assembly includes a hollow body having a closed leading end and an open trailing end downstream of the leading end. The hollow body defines a chamber having a combustion region where the pressurized oxygen-fuel mixture reacts during combustion to form combustion reaction products, a throat region downstream of the combustion region, a converging region extending from the combustion region to the throat region, and a diverging region extending from the throat region to the trailing end. The combustion reaction products form at least a part of thrust matter passing through the hollow body and discharged therefrom. The converging and diverging regions are configured for increasing the kinetic energy of and expanding the thrust matter. The trailing end defines a discharge port for high speed discharge of a jet stream of the thrust matter from the discharge port generally along a line tangent to the rotor periphery for turning the rotor. The converging region being of a shape such that a curve defined by the locus of centroids of transverse cross-sectional areas of the converging region slope radially outwardly relative to said tangent line.

BACKGROUND OF THE INVENTION

This invention relates generally to a rotary engine and, moreparticularly, to a jet-propelled rotary heat engine.

Producing motive power through the reactive force of jets has long beenknown. For instance, Goddard, U.S. Pat. No. 2,637,166 discloses aturbine in which the reactions of high velocity jets are used to effectrotation of a turbine; Howard, U.S. Pat No. 2,603,947 discloses a ramjet arrangement for rotation in a continuous combustion type generator;Goddard, U.S. Pat No. 2,544,420 discloses a combustion chamber used toprovide rotational power in a propulsion apparatus such as in driving apropeller shaft; and Hart, U.S. Pat No. 2,499,863 discloses a rotary jetpropelled motor.

However, jet-propelled rotary engines have not been incorporated inpractical power plants or engines on a wide-scale basis because of theinefficiency of these prior art engines.

Thus, among the several objects and features of the present inventionmay be noted the provision of a jet-propelled rotary engine which may beoperated more efficiently than prior art jet-propelled rotary engines;the provision of such a jet-propelled rotary engine having a jetassembly configured for increasing the kinetic energy of thrust matter(i.e., combustion reaction products and non-reaction matter, such asnitrogen, excess oxygen, water, etc) passing through and discharged fromthe jet assembly; the provision of such a jet-propelled rotary engine inwhich heat energy from the thrust matter is converted to kinetic energy;the provision of such a jet-propelled rotary engine in which drag on therotor is reduced; the provision of such a jet-propelled rotary enginewhich minimizes failure of the engine; and the provision of such ajet-propelled rotary engine which uses lightweight materials to reducethe centrifugal force encountered at high rotational speeds.

Generally, a jet-propelled rotary engine of the present inventioncomprises a housing, a rotor journalled to the housing for rotation ofthe rotor about an axis, and at least one jet assembly secured to theperiphery of the rotor and adapted for combustion of a pressurizedoxygen-fuel mixture. The jet assembly includes a hollow body having aclosed leading end and an open trailing end downstream of the leadingend. The hollow body defines a chamber having a combustion region inwhich the pressurized oxygen-fuel mixture reacts during combustion toform combustion reaction products, a throat region downstream of thecombustion region, a converging region extending from the combustionregion to the throat region, and a diverging region extending from thethroat region to the trailing end. The combustion reaction products format least a part of thrust matter passing through the hollow body anddischarged therefrom. The converging and diverging regions areconfigured for increasing the kinetic energy of and expanding the thrustmatter. The trailing end defines a discharge port for high speeddischarge of a jet stream of the thrust matter from the discharge portgenerally along a line tangent to the rotor periphery for turning therotor. The converging region is shaped such that a curve defined by thelocus of centroids of transverse cross-sectional areas of the convergingregion slopes radially outwardly relative to the tangent line.

The method of the present invention comprises the steps of introducing apressurized oxygen-fuel mixture to the combustion region of the chamber,burning the oxygen-fuel mixture in the combustion region to form thrustmatter, introducing water to the chamber for vaporization by the hotthrust matter, and increasing the kinetic energy of and expanding thethrust matter and vaporized water through the converging and divergingregions of the chamber.

Other objects and features will be in part apparent and in part pointedout hereinafter.

BRIEF DESCRIPTION OF THE DRAWINGS

FIG. 1 is a perspective view of a jet-propelled rotary engine of thepresent invention with portions broken away to show detail;

FIG. 2 is a front elevational view in section showing a rotor and jetassemblies of the jet-propelled rotary engine of FIG. 1;

FIG. 3 is a sectional view taken along the plane of line 3--3 of FIG. 2;

FIG. 4 is an enlarged end view of one of the jet assemblies of FIG. 2;

FIG. 5 is a sectional view taken along the plane of line 5--5 of FIG. 4;

FIG. 6 is a sectional view taken along the plane of line 6--6 of FIG. 5;

FIG. 7 is a fragmented cross-sectional view taken along the plane ofline 7--7 of FIG. 5;

FIG. 8 is a fragmented cross-sectional view taken along the plane ofline 8--8 of FIG. 5; and

FIG. 9 is a fragmented cross-sectional view taken along the plane ofline 9--9 of FIG. 5.

Corresponding reference characters indicate corresponding partsthroughout the several views of the drawings.

DETAILED DESCRIPTION OF A PREFERRED EMBODIMENT

Referring now to the drawings, a jet-propelled rotary engine of thepresent invention is indicated in its entirety by the reference numeral20. The engine comprises a housing, generally designated 22, a rotor 24journalled to the housing for rotation of the rotor about an axis X anda plurality of jet assemblies 26 secured to the periphery of the rotorand adapted for combustion of a pressurized oxygen-fuel mixture forimparting rotation to a power drive shaft 28 attached to the rotor.Preferably, the oxygen-fuel mixture comprises a mixture of air and asuitable fuel, such as methane or propane. As discussed in greaterdetail below, the rotor 24 and jet assemblies 26 rotate within anevacuable chamber 30 of the housing 22. Evacuation of the chamber 30reduces drag on the rotor 24 and jet assemblies 26 and allows thrustgases to expand to a lower pressure, thereby resulting in more kineticenergy.

The engine 20 of the present invention produces power through thehigh-speed (preferably supersonic) discharge of a combusted fuel fromthe jet assemblies 26 which causes the rotor 24 and the attached powerdrive shaft 28 to rotate. As described in greater detail below, apressurized oxygen-fuel mixture is combusted within each jet assembly 26and discharged through a discharge port 34 for the supersonic dischargeof the combustion reaction products. Mixed in with the reaction productsis non-reaction matter, i.e., matter such as nitrogen, excess oxygen,water, etc., introduced into the jet assembly 26 but which is not partof the combustion reaction. The combustion reaction products andnon-reaction matter (collectively, the "thrust matter") are dischargedfrom the discharge port 34 of each jet assembly as a jet stream (notshown), preferably along a line tangent to the rotor periphery (i.e.,along a line perpendicular to a line passing through the axis ofrotation) to maximize the turning forces applied to the rotor 24.

The rotor 24 of the present invention comprises a rotor bell 36 defininga compression chamber 38 (FIG. 2) at the central portion 40 of therotor, first and second disc-shaped plates 42, 44 extending radiallyfrom the rotor bell to the jet assemblies, and a plurality of fluidconduits 46 extending from the compressor chamber to the jet assemblies26. A supply tube 48 (FIG. 2) is in fluid communication with thecompression chamber 38 for delivering the oxygen-fuel mixture to thecompression chamber. A compressor fan 50 located within the compressionchamber 38 rotates to compress the oxygen-fuel mixture to force themixture from the chamber into the conduits 46. The jet assemblies 26 aresecured to the disc-shaped plates 42, 44 and conduits 46 of the rotor24. The conduits 46 deliver the compressed (pressurized) oxygen-fuelmixture from the compression chamber 38 of the rotor 26 to each jetassembly 26 for combustion of the mixture within the jet assemblies.Preferably, the conduits 46 are sized so that rotation of the rotor 24causes further compression of the oxygen-fuel mixture as the mixturemoves radially outwardly through the conduits.

The combustion of the oxygen-fuel mixture in the jet assemblies 26 andsupersonic discharge of the thrust matter imparts a reactive force onthe rotor 24 to cause it to rotate. The drive shaft 28 is fixed to therotor 24 and rotates therewith. The drive shaft 28 is journalled to thehousing 22 and supports the rotor 24 within the housing. Discharge ofthe thrust matter thus causes rotation of the jet assemblies 26, rotor24 and drive shaft 28 about axis X.

As shown in FIGS. 4-6, the jet assemblies 26 of the present inventioncombust the oxygen-fuel mixture and accelerate the thrust matter to thedischarge port 34 of the jet assembly 26. Each jet assembly 26 includesa hollow body 52 having a closed leading end 54 and an open trailing end56 downstream of the leading end. The closed leading end 54 of each jetassembly 26 is preferably tapered to reduce drag on the jet assemblies.The hollow body 52 of each jet assembly 26 defines a chamber 58 having acombustion region 60, a throat region 62 downstream of the combustionregion, a converging region 64 extending from the combustion region tothe throat region, and a diverging region 66 extending from the throatregion to the trailing end 56. The interior surface 68 of the hollowbody 52 is smooth to minimize unnecessary friction losses and turbulenceand includes a distal surface portion 70 and a proximate surface portion72. The distal surface portion 70 extends radially outward relative tothe proximate surface portion 72. Opposing side surfaces 74, 76 connectthe distal and proximate surface portions 70, 72.

The oxygen-fuel mixture is delivered by each conduit 46 to thecombustion region 60 of the chamber 58 of each jet assembly 26. Thepressurized oxygen-fuel mixture is ignited by a glow plug (not shown) orother suitable means and reacts in the combustion region 60 of thechamber 58 during combustion. The jet assembly 26 includes heat shields78, preferably formed of ceramic materials adjacent the combustionregion to reduce heat loss through the body 52 of each jet assembly 26.The combustion region 60 of the chamber 58 is shaped to direct thecombustion reaction products and non-reaction matter toward theconverging region 64 of the chamber.

A water feed system, generally indicated at 80 (FIG. 3) transports waterto the jet assemblies 26. The feed system 80 comprises a fluid line 82within the drive shaft 28, a manifold 84 within the compression chamber38 connected to the fluid line, and four feed tubes 86 extending fromthe manifold generally parallel to the plurality of conduits 46 to thejet assemblies 26. The water feed system 80 constitutes means fordelivering water to the chamber 58 of each jet assembly.

Prior to entering the converging region 64, the hot thrust matter isinjected with water. The water is vaporized by the hot thrust matter toconvert heat energy to kinetic energy. Water is delivered to each jetassembly 26 and injected into the combustion reaction products throughthe corresponding water feed tube 86 of the water feed system 80. Thefeed tube 86 extends into a water injection region 88 of the chamber 58of each jet assembly 26. The feed tubes 86 spray water as the hot matterpasses the tubes.

The configuration of each jet assembly 26 also increases the kineticenergy of the thrust matter. The converging region 64 of each jetassembly 26 is configured with the distal surface portion 70 generallyparallel to the tangent line, indicated at T in FIGS. 4 and 5, and withthe proximate surface portion 72 and side surfaces 74, 76 convergingrelative to one another from the combustion region 60 to the throatregion 62. The slope of the proximate surface portion 72 is relativelysteep with respect to the tangent line T. Because of the configurationof the converging region 64, the locus of centroids of cross-sectionalareas of the converging region transverse to the tangent line T define acurve C₁ (shown in broken lines in FIG. 5) which slopes radiallyoutwardly (from right to left as viewed in FIG. 5) relative to thetangent line. One such cross-sectional area, lying in the plane of line7--7 of FIG. 5, has a centroid C_(a) (FIG. 7). Another suchcross-sectional area, lying in the plane of line 8--8 of FIG. 5, has acentroid C_(b) (FIG. 8). Another such cross-sectional area, lying in theplane of line 9--9 of FIG. 5 has a centroid C_(c) (FIG. 9).

With this configuration, the thrust matter expands in the supersonicnozzle without being impeded by the walls of the nozzle as it movesrearwardly (from right to left in FIG. 5) through the converging region.Since the distal surface portion 70 does not slope radially inwardly,the thrust matter does not have to move radially inwardly. In otherwords, the thrust matter does not have to move counter to thecentrifugal forces acting on the matter.

The jet assembly 26 is further configured for expanding the thrustmatter and for condensing water from the matter. The diverging region 66of each jet assembly 26 is contoured so that the distal, proximate andside interior surfaces 70, 72, 74 diverge relative to one another fromthe throat region 62 to the trailing end 56. The diverging region 66 isshaped to accelerate the thrust matter to supersonic velocity. Thediverging region 66 also causes some of the water vapor present in thehollow body 52 to condense. Preferably, the condensation of water occursat the trailing end 56 of the hollow body 52 to prevent kinetic energyloss and possible collapse of the supersonic expansion in the divergingregion 66.

The jet assemblies 26 are secured to the conduits 46 of the rotor 26 andeach jet assembly is balanced about an axis indicated at Y extendinglongitudinally from the conduit to which it is connected. Balancing thejet assembly 26 about the conduit 46 minimizes the stresses encounteredupon rapid rotation of the conduits. Counterweights C may need to beused to balance the jet assemblies 26. Each jet assembly 26 isconstructed of heat resistant, lightweight materials such as aluminumoxide, silicon carbide, or any other suitable material, and covered forstrength with a jacket (not shown) preferably made of stainless steel orberyllium.

The rotor 24 of the engine 20 preferably includes four conduits 46 influid communication with the compression chamber 38 of the rotor bell36. Each conduit 46 extends generally radially outward from the rotorbell 36 to a corresponding jet assembly 26 for delivering theoxygen-fuel mixture compressed in the compression chamber 38 to each jetassembly. Preferably, the conduits 46 are formed of a strong,lightweight material such as a graphite composite. Each conduit 46includes a discharge end 90 in communication with a jet assembly 26. Theoxygen-fuel mixture flows from the rotor bell 36 through the conduit 46to the discharge end 90 due to the centrifugal forces propelling themixture outwardly upon rotation of the rotor 24.

The discharge end 90 of each conduit 46 includes a delivery nozzle 92which extends into the combustion region 60 of the jet assembly 26. Theoxygen-fuel mixture is preferably well below combustion temperature nearthe rotor bell 36. This permits the rotor bell 36 and at least asubstantial portion of the conduits 46 to operate below combustiontemperatures. Lower operating temperatures reduce the risk oftemperature related failure of the rotor bell 36 and conduits 46. Thedischarge end 90 of each conduit 46 includes a nozzle restriction 94.The nozzle restriction 94 is adapted to dispense the oxygen-fuel mixtureat such a velocity that the possibility of back flashing of theoxygen-fuel mixture upon combustion is highly unlikely. The nozzlerestriction 94 causes an increase in velocity of the oxygen-fuel mixturewithin the conduit 46 to prevent back flashing in the conduits. Eachconduit 46 is preferably of sufficient cross-sectional area so thatcentrifugal forces of the rotating rotor cause further compression ofthe pressurized oxygen-fuel mixture as the mixture moves radiallyoutward in the conduit from the compression chamber 38 of the rotor bell36 to the jet assembly 26. The oxygen-fuel mixture is decelerated in thecombustion region 60 of the jet assembly at the discharge end 90 of theconduit 46 thereby causing a further increase in pressure of themixture. Due to the placement of the end portion of the delivery nozzle92 within the combustion region 60 of each jet assembly 26, the nozzleis heated by the combustion reaction products. The oxygen-fuel mixtureis heated in the conduit 46 by compression of the mixture and furtherheated in the nozzle 92 to cause hydroxylation of the fuel prior to itsentry into the combustion region 60. Hydroxylation of the fuel resultsin a more efficient combustion and thus increases the efficiency of theengine 20.

Each conduit 46 has an intake port 96 in fluid communication with therotor bell 36. The oxygen-fuel mixture in the compression chamber 38 isforced into each conduit 46 by the increased pressure due to thecompressor fan 50 increasing the pressure of the mixture and stagnationpressure from deceleration of the fluids. A vane 98 at the intake port96 of each conduit 46 guides the mixture into the conduit. The vane 98reduces the speed of the oxygen-fuel mixture at the point of entry intoeach conduit 46 to further increase the pressure of the mixture andforce the oxygen-fuel mixture into each conduit.

Although the preferred engine 20 comprises four jet assemblies 26, it isto be understood that any number of jet assemblies may be used and stillbe within the scope of the present invention. It will be noted that arotary engine of the present invention is operable with one conduit incommunication with one jet assembly 26. If only one jet assembly isemployed, it is necessary to counter-balance the single jet assembly inorder to avoid excess rotational vibration.

As shown in FIG. 3, the rotor bell 36 is cylindric in shape and has anopen end 100 and a closed end 102. The drive shaft 28 extends axiallyfrom the closed end 102. Preferably, the drive shaft 28 is integrallyformed with or securely fastened to the rotor bell 36 for rotationtherewith. The drive shaft 28 is journalled to the housing 22 throughbearings 104 and supports the rotor 24 within the housing. The fluidline 82 of the water feed system 80 is housed within the hollow driveshaft 28.

The open end 100 of the rotor bell 36 includes a oxygen-fuel intake port106. The stationary oxygen-fuel supply tube 48 extends into the housing22 and is in communication with the intake port 106 for supplying fuelto the compression chamber 38. The supply tube 48 is connected to therotor bell 36 through a high-speed rotational seal (not shown) tosealingly connect the supply tube to the compression chamber. Theoxygen-fuel mixture is thus transferred through the oxygen-fuel supplyline 48 past the intake port 106 of the rotor bell 36 and into thecompression chamber 38 of the rotor bell for compression by the rotorcompressor fan 50.

The compressor fan 50 of the rotor 26 is mounted to a shaft 110 in thecompression chamber 38. The fan 50 and shaft 110 comprise a motor-drivenair compressor 111 of the engine 20. The compressor fan 50 has aplurality of blades 112 for mixing the oxygen-fuel mixture upon rotationand for increasing the pressure within the compression chamber 38. Inthe preferred embodiment, the fan 50 is equipped with rearwardlyinclined blades 112 to provide increased pressure in the compressorchamber 38. Alternatively, straight or forwardly inclined turbine bladesmay be used. The shaft 110 extends from the rotor bell 36 through theintake port 106 of the rotor bell and is sealingly journalled within theoxygen-fuel supply tube 48 through a pair of bearings 114, as shown inFIG. 3. The oxygen-fuel supply tube 48 surrounds the compressor shaft110 and is concentric therewith. The shaft 110 extends through thesupply tube 48 and is driven by an independent compressor control motor(not shown). The compressor control motor permits adjustment to thecompression ratio of the compressor fan 50 for controlling the speed ofthe rotor 24 during changing conditions, i.e. start-up, shutdown, andsudden changes in load.

As shown in FIG. 1, the housing 22 encloses the rotor 24, the jetassemblies 26, and a portion of the power drive shaft 28 which extendsfrom the housing to supply the output from the engine 20. The housing 22includes a rotor housing 116 and an exterior casing 118 surrounding therotor housing. The rotor housing 116 comprises concentric outer andinner annular walls 120, 122 which extend between opposite sides 124,126 of the exterior casing 118, and first and second parallel plates128, 130 extending between the annular walls. The first and secondplates 128, 130 are axially spaced apart and, in conjunction with theouter and inner annular walls 120, 122 define a chamber 30 whichaccommodates the rotor 24 and jet assemblies 26. The outer annular wall120 of the rotor housing 116 is formed with several exhaust ports 136and a corresponding number of inwardly opening deflectors 134 adjacentthe exhaust ports. The outwardly facing surface 138 of the outer annularwall 120 and the exterior casing 118 are circumferentially spaced apartto define an exhaust duct 140 for the removal of condensed water vaporand other discharge products from the internal chamber 30 through theexhaust ports 136 of the outer annular wall.

The housing 22 includes means, indicated generally at 142, forevacuating the internal chamber 30 of the rotor housing 116 for reducingdrag on the rotor 24. The first and second axially spaced disc-shapedrotor plates 42, 44 are mounted to opposite sides of the conduits 46 andextend from the rotor bell 36 to the jet assemblies 26. The first rotorplate 42 is axially spaced from and opposes the first stationary plate128 of the rotor housing 116 to define a first clearance gap 144. Thesecond rotor plate 44 is mounted on the opposite side of the conduits 46and is axially spaced from and opposes the second stationary plate 130of the rotor housing 116 to define a second clearance gap 146. The firstand second clearance gaps 144, 146 are sufficiently wide to prevent therotor 24 from contacting the first and second stationary plates 128, 130during rotation of the rotor 24 relative to the housing 22 andsufficiently narrow to reduce counterflow drafts between the rotorplates 42, 44 and stationary plates during rotation of the rotorrelative to the housing. Due to the rapidly spinning rotor 24 and theclosely spaced stationary plates 128, 130, the air trapped between therotor plates 42, 44 and the stationary plates tends to accelerate towardthe rotor periphery where the air can escape through the exhaust ports136 of the rotor housing 116, thereby to reduce pressure in the rotorhousing. The rotor plates 42, 44 and the stationary plates 128, 130 ofthe rotor housing 116 thus constitute means 142 for evacuating thechamber 30.

The evacuation means further comprises means for removing the reactionproducts and condensed water discharged from the jet assemblies 26 forreducing drag on the rotor 24 and jet assemblies. The dischargedreaction products and condensed water are forced toward the outerannular wall 120 of the rotor housing 116 due to the centrifugal forcepresent at the discharge port 34 of the jet assembly 26. The inwardlyopening deflectors 134 of the outer annular wall 120 direct the reactionproducts and condensed water through the exhaust ports 136 of the outerannular wall and into the circumferential duct 140 disposed radiallyoutwardly of the rotor housing 146. The housing 22 is further providedwith an exhaust pump shown schematically at 148 to reduce pressure inthe housing for removing the reaction products and the condensed waterfrom the circumferential exhaust duct 140. The exhaust pump 148comprises a condenser 148a for condensing water vapor from the housing avacuum pump 148b for removing gas and condensed water. The deflectors134, exhaust ports 136, circumferential duct 140 and vacuum pump 148aconstitute means for removing the reaction products, condensed water andother non-reaction matter discharged from the jet assemblies.

The method of operating the above-described jet-propelled rotary engineincludes introducing a pressurized oxygen-fuel mixture into thecombustion region 60 of the chamber 58 of each jet assembly 26. Theoxygen-fuel mixture is transported to the compression chamber 58 of therotor 24 and compressed by the compressor 111. The compressed mixturethen moves radially outward through the rotor conduits 46 to thecombustion region 60 of the respective jet assemblies 26 and is furthercompressed within the conduits due to the rotation of the mixture in theconduits. The temperature of the oxygen-fuel mixture increases as themixture moves radially outward through the conduits 46 and is furtherheated in the nozzle 92 of the conduits to hydroxylate the fuel prior toits entry into the combustion region 60 of the chamber 58. Theoxygen-fuel mixture is then delivered into the combustion region 60 ofeach jet assembly 26 through the nozzle restriction 94 which preventsignition of the fuel prior to entry into the combustion region.

The hydroxylated fuel is burned in the combustion region 60 to form hotthrust matter. The thrust matter is directed towards the throat 62 ofthe jet assembly 26 and water is introduced into the chamber 58. Thewater is vaporized by the hot thrust matter and becomes part of thethrust matter, thereby increasing the kinetic energy of the thrustmatter.

The operating conditions of the engine 20 is preferably selected so thatthe pressure and temperature of the thrust matter as it exits thedischarge port 34 approximates the pressure and temperature of saturatedwater vapor. This may be accomplished by controlling the compressionratio of the compressor 111 to maintain an appropriate rate of flow ofoxygen-fuel mixture to the combustion region 60, and by controlling thewater feed system 80 to maintain an appropriate delivery rate of waterto the chamber 58. The thrust matter exits through the discharge port 34of each jet assembly 26 into the rotor housing 116. The rotor housing116 is continually evacuated to remove the thrust matter to reduce dragon the rotor 24.

Thus it may be seen that the several objects and features of the presentinvention are achieved in the jet-propelled rotary engine 20 disclosedherein. The injection of water into the thrust matter and the evacuationof the rotor housing 116 enables the engine 20 to operate efficientlyand permits the engine to expand the thrust matter with no superheatpresent in the discharge stream. Further, the jet assembly 26configuration compensates for the effect of centrifugal force upon thethrust matter and permits the efficient expansion of the thrust matter.The efficiency of the engine 20 is further improved by hydroxylation ofthe fuel prior to combustion which breaks down long-carbon fuels.

In view of the above, it will be seen that the several objects of theinvention are achieved and other advantageous results attained.

As various changes could be made in the above constructions withoutdeparting from the scope of the invention, it is intended that allmatter contained in the above description or shown in the accompanyingdrawings shall be interpreted as illustrative and not in a limitingsense.

What is claimed is:
 1. A jet-propelled rotary engine comprising:ahousing; a rotor journalled to said housing for rotation of the rotorabout an axis, said rotor having a rotor periphery; and at least one jetassembly secured to the rotor periphery and adapted for combustion of apressurized oxygen-fuel mixture, said jet assembly including a hollowbody having a closed leading end and an open trailing end downstream ofthe leading end, said hollow body defining a chamber having a combustionregion in which the pressurized oxygen-fuel mixture reacts duringcombustion to form combustion reaction products, a throat regiondownstream of the combustion region, a converging region extending fromthe combustion region to the throat region, and a diverging regionextending from the throat region to the trailing end, said combustionreaction products forming at least a part of thrust matter passingthrough the hollow body and discharged therefrom, said converging anddiverging regions configured for increasing the kinetic energy of andexpanding the thrust matter, said trailing end defining a discharge portfor high speed discharge of a jet stream of the thrust matter from thedischarge port generally along a line tangent to the rotor periphery forturning the rotor, said converging region being of a shape such that acurve defined by the locus of centroids of cross-sectional areas of theconverging region transverse to said tangent line slopes radiallyoutwardly relative to said tangent line.
 2. A jet-propelled rotaryengine as set forth in claim 1 wherein said rotor comprises at least oneconduit extending generally radially outwardly from a central portion ofsaid rotor to said jet assembly for delivering an oxygen-fuel mixture tosaid jet assembly, said conduit having a discharge end in communicationwith the combustion region of the chamber.
 3. A jet-propelled rotaryengine as set forth in claim 2 further comprising a delivery nozzle atthe discharge end of said conduit, said nozzle having a nozzlerestriction for preventing ignition of the oxygen-fuel mixture withinthe conduit and nozzle, said nozzle extending into the combustion regionwhere it is heated by the combustion reaction products and heats thefuel of the oxygen-fuel mixture in the conduits thereby to hydroxylatethe fuel before it is discharged into the combustion regions of thechambers.
 4. A jet-propelled rotary engine as set forth in claim 2further comprising a compressor communicating with said conduit forcompressing the oxygen-fuel mixture.
 5. A jet-propelled rotary engine asset forth in claim 1 wherein said rotor comprises at least one fluidpassage communicating with the chamber of said jet assembly fordelivering water into the chamber of said jet assembly.
 6. Ajet-propelled rotary engine as set forth in claim 1 wherein said housingcomprises a rotor housing enclosing the rotor and jet assembly.
 7. Ajet-propelled rotary engine as set forth in claim 6 further comprisingmeans for evacuating the rotor housing for reducing drag on the rotor.8. A jet-propelled rotary engine as set forth in claim 7 wherein saidrotor further comprises first and second axially spaced parallel planarsurfaces, and wherein said rotor housing further comprises a first plateaxially spaced from and opposing the first planar surface of said rotorand a second plate axially spaced from and opposing the second planarsurface of said rotor, said first planar surface and said first platedefining a first clearance gap and said second planar surface and saidsecond plate defining a second clearance gap, said clearance gaps beingsufficiently wide to prevent the rotor from contacting the first andsecond plates during rotation of the rotor relative to the housing andsufficiently narrow to reduce counterflow drafts between the planarsurfaces and plates during rotation of the rotor relative to thehousing, said planar surfaces and said plates constituting saidevacuating means.
 9. A jet-propelled rotary engine as set forth in claim8 wherein said evacuating means further comprises means for removing atleast some of the thrust matter discharged from said jet assemblies. 10.A jet-propelled rotary engine as set forth in claim 9 wherein said rotorhousing further comprises a circumferential duct disposed radiallyoutwardly of said jet assembly, said duct comprising a plurality ofopenings for passage of the thrust matter discharged from said jetassembly.